Champlain Path Feasibility Study

CONTENTS APPENDICIES

Background------2 Appendix A: Champlain Path Concept Plan ------10

Methodology ------2 Appendix B: Photographs ------24

Public and Agency Involvement ------3 Appendix C: Environmental Analysis ------28

Context ------3 Appendix D: Archeological Resource Assessment ------31

Trail Design------3 Appendix E: Typical Cross Sections------39

Recommendations------3 Appendix F: Cost Analysis ------42

Trail Cost ------8

TABLES

Table 1: Trail Segments

Table 2: Trail Segments Outside Railroad ROW

Table 3: Estimated Trail Construction Cost

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Background Also, Alta Planning + Design obtained the railroad valuation or ‘val’ plans from Chittenden County Metropolitan Planning Organization (CCMPO). These val plans are a map of the The Chittenden County Metropolitan Planning Organization (CCMPO) contracted with rail corridor prepared in 1914. Included in the val plans are the railroad centerline with Alta Planning + Design to study the feasibility of constructing a shared use path for bicycles stationing every 1000 feet, the railroad right of way or boundary lines, drainage structures, and pedestrians in the area west of Route 7 from Charlotte to Burlington, Vermont. The bridges and road crossings. The valuation plans were scanned and digitally reproduced in study area included a state-owned railroad leased to Vermont Railway. The railroad runs Computer Aided Design (CAD) software, showing existing bridges, rivers, streams, south to north with Charlotte in the south and Burlington in the north. Until recently, drainage features and grade crossings. Mileposts along the railroad were included as were Vermont Railway operated both freight and commuter rail passenger service (Champlain the railroad centerline and stationing every 1000 feet. Flyer) in the corridor. The commuter rail service was recently discontinued. Currently, there are approximately two freight trains that run north and two that run south per day on This digitized file was overlaid onto orthophotos obtained from the CCMPO. This allowed this railroad. There is also an excursion train called the Champlain Valley which runs two for a concept layout of the path to be refined along the railroad corridor easily. The roundtrips on Friday, Saturday and Sunday, from July 4 through October 19. The excursion orthophotos also allowed constraints to be clearly identified. Constraints in the corridor train runs between Burlington and Middlebury with intermediate stops in Shelburne and were: Charlotte. • Steep slopes Alta Planning + Design had two subcontractors who contributed to this study. Natural • Narrow right of way (ROW) Resource Consulting Services (NRCS) of Grand Isle, Vermont performed an environmental • Wetlands analysis of environmental resources along the railroad corridor. The NRCS report is • Water bodies (streams, rivers etc) attached in Appendix C. The University of Vermont (UVM) Consulting Archeology Program prepared an Archaeology Resource Assessment (ARA) along the corridor in the The steep slopes and ROW constraints are noted with an orange strip, indicating the towns of Charlotte, Shelburne, South Burlington and Burlington. The UVM report is approximate location and length of the constraint. The majority of the steep slopes were at included in Appendix D. Findings of these two reports were incorporated in the the bridge crossings and the water crossings, especially at the La Platte River. The wetlands recommendations of the feasibility study. and water bodies were mapped by National Resource Consulting Services, Inc. (NRCS). These water constraints were obtained as Geographic Information System (GIS) layers from Methodology the Vermont Mapping Program and through field investigations by NRCS. The water data Alta Planning + Design staff with Vermont Railway investigated the rail corridor from layers were then overlaid onto the orthophotos with the digitized valuation plans to create Charlotte to Burlington on two occasions. On November 6, 2002 Alta and Vermont Railway a working drawing set. Follow up field work allowed the areas of constraint to be revised rode in a truck mounted on the rails (high rail vehicle), stopping frequently to assess further. conditions. Video tape of the corridor was taken along with digital still pictures at bridges, grade crossings and other points of interest. On that same day, Alta staff rode the UVM used the video taken by Alta and with their extensive knowledge of the study area to Champlain Flyer, taking pictures and video from the locomotive. An additional high-rail prepare their report indicating potential areas of further investigation where the path may ride was taken on March 21, 2003 to further investigate pinch points and trail alternatives be located in archeologically sensitive areas. along the corridor. This second investigation occurred after meeting with the public and getting their input on trail placement along the corridor. This information, along with the video and pictures have been used to assess the feasibility of constructing a shared use path for bicycles and pedestrians in the railroad corridor.

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Public and Agency Involvement Currently, Route 7 does not have adequate bicycle and pedestrian accommodations. The Under the direction of the Chittenden County MPO, a steering committee was created reconstruction of Route 7 from Webster Road to Imperial Drive will include bike lanes. This consisting of town officials from Charlotte, Shelburne, South Burlington and Burlington, the project is under construction. This on-road alternative is only for a portion of the project Chittenden County MPO, Vermont Agency of Transportation (VTrans), local bicycle and area for this study. pedestrian advocates, the railroad operator, Vermont Railway and concerned citizens. There was an initial meeting with the CCMPO to gather data on November 5, 2002. Then Trail Design the first committee meeting took place on December 10, 2002. The steering committee has advised the consultant and the CCMPO during the duration of this study. The shared use path for this study is assumed to be 10 feet wide with an asphalt wearing course and 8 to 10-inch gravel base. There are 2- foot shoulders consisting of grass or A public meeting was held at the Shelburne Municipal building on March 20, 2003. The ’giving’ material on either side of the path. The path offset is measured from the center of meeting presented preliminary options for the layout of a trail along the railroad corridor. the railroad to the fence separating the railroad from the path. In this study the typical Based on comments from this meeting, a preliminary findings report was prepared and minimum offset as defined by VTrans is 25 feet. In Shelburne there is a short segment distributed to the CCMPO, the steering committee and Vermont Railway. where the path offset is 18 feet. Two cross sections of the path showing the typical offset to the railroad are shown in Appendix E. The typical sections include a 6-foot high chain link A meeting was held at the VTrans office with the CCMPO, the State Bicycle Coordinator fence between the path and the railroad. A fence is assumed for the entire length of the path and officials from VTrans Railroad Division to clarify issues surrounding the path location for the purpose of the cost estimates. During design, the need for and location of fencing or and offset from the railroad on April 29, 2003 . The comments from the meeting were then other forms of separation between the railroad and the path will be evaluated for all incorporated into a complete draft report. The draft report was distributed to the CCMPO, segments. VTrans and Vermont Railway. Recommendations A meeting was held with Vermont Railway in Burlington on June 23, 2003. David Wolfson, The following section describes the corridor from south to north and divides the potential President of Vermont Railway, provided detailed comments on the design and location of trail into eight segments. Major features within each segment are discussed. Photographs the path. The concept plan for the path was modified and presented at a public meeting on showing these features for each segment are provided in Appendix B . The trail segments, August 27, 2003 in Shelburne. Comments received at that meeting have been incorporated broken down in Table 1, include railroad stationing and distances for each segment in miles in this report. and feet. Included in Appendix A are concept plans (maps) of the study corridor at 400 scale. These maps are drawings that point out a preference for one side of the rail versus the Context other for a potential trail. This selection of east or west of the track for path placement is This study was performed as part of the review of the regional transportation system. The used to minimize impacts to features adjacent to the railroad and to provide access to Chittenden County Metropolitan Planning Organization wanted to know if a shared use attractions. path for bicycles and pedestrians was feasible along the railroad corridor from Charlotte to Burlington. The idea was to extend the current Burlington Bike south as an alternative to US Route 7. If a bicycle and pedestrian path were developed, it would be maintained by the municipalities, similar to the Burlington Bike Path.

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Table 1: Trail Segments Heading north from Charlotte Station, a double track reduces the space to place a path in the right of way. A 1000 foot section of the path is within the right of way, but soon the trail moves outside and abutting the railroad right of way . This is done to maintain the Station Station Length in Length in preferred 25 foot offset from the center of the track. Even though the double track reduces No. From To from to Feet Miles the right of way width on the west side, there is still more room on the west side of the track than the east side. There is a utility corridor that runs parallel to the tracks on the west 1 Charlotte Station Lake Road 5796+44 5879+50 8,666 1.64 side.

2 Lake Road Bostwick Road 5879+50 5985+74 10,624 2.01 After the double track ends, the path turns back into the right of way for a short distance and then swings back outside the railroad corridor dropping to the road grade to avoid 3 Bostwick Road Harbor Road 5985+74 6077+68 9,194 1.74 constructing a bridge crossing over Greenbush Road. A low retaining wall would be

needed to bring the path down to the road grade. The Greenbush Road bridge is the first of 1200 ft north of two bridges in this segment with steep slopes that rise approximately 20 feet above road 4 Harbor Road Harbor Road 6077+68 6090+00 1,232 0.23 grade. Greenbush Road curves under the railroad bridge. When the path is at grade, the sight distance is minimal, so the path would parallel Greenbush Road to the intersection of 1200 ft north of Arrowhead Greenbush and Lake Road. The path would cross at this intersection and use the existing 5 Harbor Road Crossing 6090+00 6111+00 1,500 0.28 private road and then enter the railroad right of way when it intersects Lake Road. The path would not cross the tracks. 6 Arrowhead Cross- Bay Road 6111+00 6151+13 4,013 0.76 Segment 2: Lake Road (Charlotte) to Bostwick Road (Shelburne)

7 Bay Road Pine Haven 6151+13 6225+46 7,433 1.41 This 2.01-mile long segment begins at Lake Road and continues to Bostwick Road. The path is located on the west side of the railroad. There are two wetland areas on the west side that Pine Haven Shore Queen City Park would potentially be affected by the trail. These wetlands could be spanned with a timber 8 Road Road 6225+46 6324+05 9,859 1.87 platform (boardwalk) to minimize impacts. At the Bostwick Road bridge the railroad goes

under the roadway. Here the slopes rise up to accommodate the road crossing. A path TOTAL 52,521 9.95 could rise up on a retaining wall and meet the road at grade. From there the path would use the Bostwick Road bridge to cross over the railroad. Currently, the Bostwick Road bridge is Segment 1: Charlotte Station to Lake Road (Charlotte) under emergency repair with a permanent structure scheduled to be built soon. The new structure, which is scheduled to be built in the summer of 2004, will have 5-foot shoulders This 1.64-mile long segment begins at the Charlotte Station and ends at Lake Road in on each side. Shelburne. The path is located on the west side of the railroad. At Greenbush Road the trail

leaves the rail corridor and would be constructed on the west side of the road to Lake Road. The trail is shown on the west side in part because of right-of-way constraints on the east Lake Road would be the designated route back to the railroad corridor. Vermont Railway side. Given the expense of constructing 1,900 feet of timber platform over wetlands on the has an easement to use this section of Lake Road.

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west side, an alternative using abutting land on the east side may be considered. Continuing in the rail corridor any further is not recommended because of potential Segment 3: Bostwick Road to Harbor Road (Shelburne) impacts on wetlands and other natural resources in the vicinity of the La Platte River. This This segment is 1.74 miles long. The path would cross Bostwick Road and enter the right of segment is challenging because of the La Platte River crossing and the wetlands associated way on the east side of the tracks where it would continue to Harbor Road. Locating the with the river. The wetlands around the La Platte River extend far beyond the river bed path on the east side of the railroad would allow users easy access to the Shelburne creating a major obstacle to trail development. A long boardwalk or timber platform of over Museum. 1400± feet would need to be constructed for a path to cross this area.

Aside from the natural constraints, there is a man-made constraint near station 6018+00±, Segment 5: 1200 feet east of Harbor Road to Arrowhead Crossing (Shelburne) before Milepost 114. On the east side of the tracks there is a structure close to the railroad right of way. Also in this 800 foot stretch, the right of way narrows so that the path offset This 0.28-mile long segment of the Champlain Path would leave the rail corridor to varies from 23 feet to 18 feet. The structure (a house) near Station 6018+00 is about eight minimize negative impacts on the La Platte River and its environs. The Champlain Path feet from the back edge of the path. The fenced area near the structure is 3 feet from the would connect to Route 7 and then parallel the highway on its west side. The path would back edge of the path. The path as defined in this section is within the railroad right of way. then go underneath the Route 7 bridge on the south side of the La Platte River. The house is six feet from the right of way line to the closest point of the structure. The path width here could be reduced to 8 feet for a limited distance. The Route 7/La Platte River bridge was recently reconstructed and during the reconstruction a temporary bridge was installed on the west side of the bridge. The bridge An alternative alignment was evaluated starting where Limerick and Bostwick roads move abutments from the temporary bridge were left in place with the intention of possibly using close to the railroad. The alternative alignment , which is shown on the concept plans, them for a bicycle/pedestrian bridge later. After going under the new Route 7 bridge, the would follow Limerick Road to an off-road path to the end of School Street where an on- path would use the old bridge abutments to cross the river on a new bicycle/pedestrian road route would connect to Harbor Road and the Ti Haul path just west of School Street. A bridge structure. Shelburne recently completed a Conceptual Alignment Analysis for the dirt road could be used to connect to the Shelburne Museum via an existing grade crossing Longmeadow—Webster Road shared use path. This path would also use the new bicycle/ near Station 6040+00. This path alternative would traverse significant wetlands and for that pedestrian bridge constructed on the abutments of the temporary bridge and then continue reason is not recommended. on new Webster Road. This study recommends that the Champlain Path then cross back under the Route 7 bridge and use the pump house maintenance road to get to the The path is shown on the concept plan as being routed through the Shelburne Station. The intersection of Industrial Road and Route 7. There the path goes up Industrial Road and re- railroad is double tracked in the station area. Actual routing of bicycles and pedestrians enters the railroad corridor at Arrow Head Crossing. This alignment eliminates the 1400± through the Shelburne Station property is subject to refinement during design. feet of boardwalk, crosses the La Platte River in an efficient manner and does not require crossing Route 7 at-grade. Segment 4: From Harbor Road east for 1200 feet (Shelburne) The path would continue on the east side of the railroad for about 1200 feet eastward from Harbor Road. The path would be within the railroad right of way which is wider on the east side.

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Segment 6: Arrowhead Crossing to Bay Road (Shelburne) The path would follow the existing utility corridor from just south of Holmes Road to This trail segment is 0.76 miles long. The initial section of path would be designed so as not Queen City Park Road. Keeping the path in the utility corridor would avoid the steep to interfere with potential rail sidings at Industrial Road. The path would continue on the slopes and make the crossing of the Potash Brook easier. Crossing Potash Brook in the east side of the railroad in the right of way to station 6120+00±. There the path would go railroad right of way would require a long and costly retaining wall structure to traverse outside the right of way for most of the distance to Bay Road. Then the path uses a retaining the steep slopes caused by the 32 foot elevation difference from Potash Brook to the top of wall to descend to the road level and cross Bay Road where there is sufficient sight distance. the railroad berm. The recommended alignment over Potash Brook in the utility corridor A project has been proposed to replace the Railroad Bridge over Bay Road. The existing would use a short timber bridge. The path would follow the existing utility lines up to the bridge has an abutment to abutment opening of only 20 feet, 8 inches, while the new bridge top of the slope at Queen City Park Road. would have an opening of 29 feet. This improvement would increase safety for vehicles and

bikes/pedestrians traveling through the bridge. The project also includes minor The 9.95-mile long Champlain Path as described in this study would connect to existing and realignment of Bay Road to decrease the curve and improve sight distances going through planned facilities being developed in the City of Burlington. The concept plans provided in the bridge. this report connect the Champlain Path to the existing I- 189 bike path via Queen City Park Segment 7: Bay Road to Pine Haven Shore Road (Shelburne) Road. This bike path is being continued as part of the I-189 extension project (Champlain Parkway), which is now under design. This new section of roadway begins at Home This 1.41 mile long segment has numerous railroad/roadway grade crossings and ‘ditch’ Avenue and heads north to Lakeside Avenue. Bike lanes are being developed on Lakeside wetlands. The ‘ditch’ wetlands were created when the railroad was built. Because the Avenue and Pine Street, where connections to the existing Burlington Waterfront Bikeway railroad was raised above the existing land, it created ditches on either side of the track that will be provided. filled with water. The proposed trail alignment would avoid the majority of the ditch wetlands along the railroad. Buildings in close proximity to the railroad together with a double track section make it infeasible to continue the shared use path within or adjacent to the railroad north of Home After crossing to the north side of Bay Road, the path would run parallel to the road and Avenue. rejoin the railroad corridor near Station 6160+00. The path would be placed within the parallel utility corridors (overhead electric wires) on the east side. The path would continue Summary of Trail Segments Outside the Railroad Right of way in this utility corridor to Pine Haven Shore Road. In response to concerns expressed by Vermont Railway and VTrans, a significant amount of Segment 8: Pine Haven Shore Road (Shelburne) to Queen City Park Road the Champlain Path alignment is outside the railroad right-of-way. Many of these trail segments are proposed within parallel utility easements as described in Table 2. Vermont This 1.87-mile long path would be located on the west side of the railroad outside the Electric Power Company (VELCO) transmits electricity on overhead wires supported on railroad ROW. One of the main reasons for moving the path to the west side at Pine Haven metal, wood or concrete poles 30± feet high. The locations where the alignment is Shore Road is to avoid crossing a series of railroad spur lines including Rice Lumber recommended in the utility corridors are generally flat with little or no wetland impacts. (inactive), Georgia Pacific, Fassetts and Farrell Distributing. The corridors are generally free of brush and trees.

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Table 2: Trail Segments Outside Railroad Right of Way Station Length

Offset from Railroad Trail Location Town or City Centerline (ft) from to feet miles

Outside railroad ROW in parallel utility easement Charlotte >25 5810+00 5845+00 3,500 0.7

Outside railroad ROW in utility easement or along Greenbush Rd Charlotte >25 5863+00 5880+00 1,700 0.3

Outside railroad ROW approaching Bostwick Rd from west Shelburne >25 5983+00 5986+00 300 0.1

Outside and adjacent to ROW at Shelburne Museum Shelburne >25 6020+00 6050+00 3,000 0.6

Outside railroad ROW and adjacent to Route 7 at La Platte River Shelburne >25 6090+00 6110+00 2,000 0.4

Outside and adjacent to railroad ROW Shelburne >25 6120+00 6151+00 3,100 0.6

Adjacent to Bay Road Shelburne >25 6151+00 6158+00 700 0.1

Outside railroad ROW in parallel utility easement Shelburne >25 6158+00 6225+00 6,700 1.3

Outside and adjacent to railroad ROW Shelburne/South Burlington >25 6225+00 6267+00 4,200 0.8

Outside railroad ROW in parallel utility easement South Burlington >25 6267+00 6324+00 5,700 1.1

TOTAL 30,900 5.9

Note: station references are approximate and rounded

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Trail Cost the typical path cost of $67 per linear foot. For example, the cast-in place concrete wall would be $285 per linear foot for the wall and path construction combined. Unit costs were developed using a typical cross section, which includes a 10-foot wide bike path with 2- foot wide shoulders and a chain link fence as shown in Appendix F. This The order of magnitude cost estimate for this feasibility study will use the block wall or ‘T- section is a representation of the majority of the potential trail segments. Descriptions of wall’ system at $45 per linear foot. That means if a low retaining wall is recommended in a other types of construction (timber platform and low retaining wall) are provided in the segment, it would cost $45 per linear foot to build the wall plus $67 to build the path on top following paragraphs. of the wall. Therefore, the cost for a low retaining wall with a path would be $112 per linear foot. Order of magnitude construction cost estimates for the various trail segments were calculated and are based on unit costs for labor and materials provided in the Average Bid Timber Platform Prices for the Vermont Agency of Transportation (January 1995 to December 2002). Timber platforms would be constructed where there is active cross-flow beneath the Trail on Level Terrain railroad tracks or adjacent water. A timber platform is essentially a boardwalk that is raised over water or wetlands on wooden piles. The timber platform would have railings on both Building a trail on level terrain requires preparation of the site by clearing and grubbing. sides and have sufficient width to carry bikes and pedestrians in both directions. These The clearing would be approximately two feet deep and 16 feet wide. The clearing would platforms would allow bridging wet areas with minimal impacts on existing water flows. remove trees, shrubs, roots and other debris. This would also smooth out any irregularities The timber platform would also be used at the Potash Brook crossing. The platform would in the topography and create a good base for the granular substructure. An asphalt surface cross the brook in the same area where the utility corridor passes parallel to the railroad would go on top of the gravel sub-base. This type of treatment is applicable to areas where corridor. The spanning of the brook would be approximately 30 feet. Also, the timber there is sufficient right-of-way and the topography is relatively flat. The cost for this trail platform would be used on either side of Potash Brook where wetlands would need to be type is $67 per linear foot with an asphalt surface course and chain link fence. crossed. The cost for construction of a timber platform would be $653 per linear foot.

Trail with Low Retaining Wall Summary This type of trail is needed when the railroad is on a high berm and the portion of land at Unit costs were applied to the potential trail segments. The total estimated cost for each the bottom of the slope is too narrow to build a trail within the right-of-way. In this case, major trail segment is listed in Table 3. More detailed cost data are provided in Appendix F. the trail would be constructed near the bottom of the slope. The placement of the trail at These are order-of-magnitude estimates of construction costs. Actual “engineer’s cost that location will allow for a shorter retaining wall with some minor grading. Portions of estimates” would be developed as part of the design of specific trail segments. the rail embankment would be cut and create a steeper slope of 1.5:1 compared to the current 2:1. Material would be brought in to raise the bottom of the slope. The construction It is likely that individual segments would be designed and constructed based on their of the wall could be cast-in-place concrete, treated timber retaining wall, a system of utility and local interest. The trail from Harbor Road in Shelburne to Queen City Park Road gabions or a block wall system commonly called ‘T-wall’. The cast-in-place wall is the in Burlington would be 4.55 miles long and cost about $1.8 million. This portion of the trail costliest of all the retaining wall types listed. The cost for a cast-in place concrete retaining would connect to the existing and programmed bikeway system in Burlington. The wall is $218 per linear foot. The gabion wall, which is a system of stones placed in a wire segments from Charlotte Station to Harbor Road comprise 5.39 miles with a cost of cage placed on top of one another, is $142.18 per cubic yard or $31.27 per linear foot, while $3 million. This latter cost may go down if an alternative to segment 2 is developed that the timber retaining wall is $70.94 per linear foot. Another alternative for a retaining wall is avoids the need for over 1,900 linear feet of timber platform over wetlands. the T-wall or block wall at $45 per linear foot. These retaining wall costs must be added to

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Table 3: Estimated Trail Construction Cost

Estimated Length in Construction Segment. From To Miles Cost ($) 1 Charlotte Station Lake Road 1.64 529,122

2 Lake Road Bostwick Road 2.01 1,838,708

3 Bostwick Road Harbor Road 1.74 615,998

4 Harbor Road 1200 ft north of Harbor Rd 0.23 82,544

5 1200 ft north of Harbor Rd Arrowhead Crossing 0.28 90,000

6 Arrowhead Crossing Bay Road 0.76 282,371

7 Bay Road Pine Haven Shore Road 1.41 498,011

8 Pine Haven Shore Road Queen City Park Road 1.87 841,063

TOTAL 9.95 4,777,817

When the bikeway project in designed, special attention will be required at trail/roadway intersections including locations where an off-road path transitions to an on-road route. The design of these intersections and transitions should be consistent with state and federal design practices. Connections to attractions along the Champlain Path route will also be developed during the design phase of the project.

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Appendix A

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Appendix B Selected Photographs

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Selected Photographs: Charlotte Station to Harbor Road (Charlotte to Shelburne)

Looking north from Charlotte Station. There Looking north on Greenbush Road approach- Looking north at bottom of slope on west side Looking west at Lake Road crossing of rail- is more room on the west (left) side of the ing the railroad bridge. of the railroad right of way, just south of road. track. Greenbush Road.

Cattle pass at milepost 112. Looking north in railroad right of way north Looking south from Shelburne Museum Looking north approaching Shelburne of Bostwick Road. grade crossing. Trail would be located on the Station. east side (left) of the rail.

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Selected Photographs: Harbor Road to Bay Road (Shelburne)

Path would go under the Route 7 bridge over Route 7 Detour Bridge abutments (looking Looking north at railroad crossing of Looking north on Route 7 approaching the the La Platte River. south). Route 7 is in the background. Harbor Road. La Platte River. Path would be on west (left) side of road.

Railroad bridge over the La Platte River. Looking north at Harbor Industrial Park from Railroad bridge over Bay Road, east side, Bay Road under railroad, looking west. Industrial Road at Arrow Head crossing. looking north..

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Selected Photographs: Bay Road, Shelburne to Burlington

Looking south from Mariners Way. Trail Looking north from Pine Haven Shores Lane. Looking north at Bartlett Bay Road. The Looking north from Holmes Road. Trail would would be on the east (left) side in power line Trail would be located on west (left) side. South Burlington Station is in the back- be on the west (left) side in power line easement easement. ground. partly to avoid the rail spur to the Budweiser Beer distributer on the right.

Queen City Park Road looking west at bridge Existing bike path along I-189. The rail corridor between Home Avenue and Potash Brook, looking west from elevated over railroad. Flynn Avenue in Burlington is a double track railroad section. with structures near the track, precluding path development.

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Appendix C Environmental Analysis

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Champlain Path-Natural Areas Investigation Report NRCS analyzed these layers by overlapping them with orthophotos (provided by Alta Plan- Natural Resource Consulting Services ning and Design). Wetlands were identified using several of the data layers listed in Table 1, along with the orthophotos, and municipal wetland maps from Shelburne and South Bur- Introduction lington. Numerous field visits were made to verify the accuracy of wetland locations taken The Chittenden County Metropolitan Organization (CCMPO) contracted a feasibility study from the various GIS data sources. for a shared use path, running approximately 10.8 miles from Charlotte, VT, north to Bur- lington, VT. The feasibility study focuses on the existing railroad corridor owned by the Results State of Vermont, and long-term leased to Vermont Railway, that operates and maintains The railroad corridor travels through a variety of landscapes as it moves northward from the track. Charlotte Station to Burlington Station. The proposed trail passes through small communi- ties, city streets, open farm country, and wetlands, among other landscape types. The exist- Natural Resource Consulting Services (NRCS) performed an environmental analysis of the ing corridor crosses wetlands or has abutting wetlands in several areas. To widen, re- flora, fauna, and wetlands along the railroad corridor. NRCS found seven areas of potential grade, or otherwise impact these wetlands will require, at a minimum, a State of VT Condi- wetland impacts and one area of significant wildlife/habitat impacts. tional Use Determination (with possible Army Corps of Engineers and/or Act 250 involve- ment), as well as other town permits.

Methods Specifically, NRCS found seven potential wetland impact areas and one significant wild- NRCS contacted the Chittenden County Regional Planning Commission as well as the life/habitat impact area. These are detailed as follows: Town Planning Commissions of the involved townships and requested a GIS database of all environmental information that they had mapped. The data they provided is seen in • Holmes Creek along Greenbush Road faces potential impacts from the proposed path- Table 1. way. • A large wetland complex south of the Charlotte-Shelburne town line appears to be im- Table 1: GIS data provided by Town Planning Commissions in the project area pacted by the project. 100 year Flood Rare Threatened and Endangered Species • A large wetland south of Bostwick Road will possibly be impacted. • Conserved Public Land Recreational Trails The alternative route west of the RR corridor at Bostwick Road leads past Limerick Road, heading north, and crosses a significant wetland near the Shelburne Museum. Federal and State Conserved Areas Road Centerline • The wetlands and their associated buffers along the La Platte River will be impacted us- Hazardous Sites Surface Waters ing either path alternative. This one section of the corridor also includes conserved pub- Natural Heritage 300m Buffer Town Boundaries lic lands, the 100 year floodplain, and several different wetland types, as well as the only significant wildlife/habitat impacted by the proposed pathway. Natural Communities within Chittenden VT Fish and Wildlife Natural Heritage Areas • There are potential minor wetland buffer impacts to the ditches along the corridor from County Mariners Way and periodically northward to Holmes Road for both trail alternatives. Digitized Town Wetlands Well Head Protection Areas • East of Queen City Park at the Potash Brook crossing there will be wetland impacts for NWI Wetlands White Tail Deer Wintering Areas both alternative trails. These impacts are primarily in the buffer, pre-exist, and are mi- Rail Road Centerline nor and quite manageable.

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Possible wildlife/habitat impacts: Conclusion:

The Project Team has attempted to avoid and minimize wetland and other natural resource • Located along the La Platte River (same area as wetland area), there is a large section of impacts to the maximum extent possible. We believe the rail with trail project as shown on deer wintering area, as well as at least five natural heritage 300m buffers. the final concept plan is permitable from a State and Federal environmental perspective. Recommendations NRCS recommends using timber platforms in order to cross wetland areas wherever possi- ble. These platforms would decrease the direct impacts to the wetland and allow the trail users to view the wetlands in their more natural setting without fill and re-grading.

The recommended trail alternative at the La Platte River along Route 7 poses significantly less wetland and wildlife impacts than the alternative on the west side of the railroad. Crossing the La Platte River along the railroad was eliminated as an option earlier in the study because of significant environmental impacts.

The La Platte River wetland complex and wildlife area is a very important natural area. As the proposed trail nears this area there is great opportunity to make an educa- tional/informational spot. A placard could discuss the wildlife that uses the area, the im- portance of maintaining a floodplain, wetlands, and other important habitats.

In the area where Bay Road crosses the railroad corridor and to the north the trail, rail and utility corridors are close to Lake Champlain. Deer and other animals will want to access the lake for various reasons. If a fence is installed in this area, provision should be made for wildlife crossing.

Hazardous waste sites along the railroad corridor will require further investigation during the design phase of the project.

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Appendix D Archaeological Resource Assessment

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University of Vermont Report No. 366 Prehistoric Archaeological Site Potential In total, 12 Native American prehistoric sites exist within 250 m (820 ft) of the existing rail- January 14, 2003 road tracks (see Figure 1). Of these, sites VT-CH-080, 286, 322, 328, 366, 659, 660, 679, and FS-CH-101 represent small encampments, where tool manufacturing activities occurred, as Archaeological Resources Assessment for the Champlain Path Bicycle and Pedestrian is suggested by the artifacts recovered from these sites, these being primarily lithic flakes, Planning and Feasibility Study, Towns of Charlotte, Shelburne, South Burlington, and cores, and some tools, such as bifaces. No temporally diagnostic artifacts were recovered Burlington, Chittenden County, Vermont from these sites. Two of these sites, sites VT-CH-322 and 366 are located on the northern bank of the La Platte, within the VDHP’s high sensitivity area. Chert, quartzite flakes, and Project Description FCR were recovered from these sites. Both the northern and southern banks are still highly The Chittenden County Metropolitan Planning Organization (CCMPO) proposes the sensitive for prehistoric Native American sites. Site VT-CH-322 is a historic cellar hole and Champlain Path Bicycle and Pedestrian Planning and Feasibility Study, Towns of Charlotte, undisturbed grounds. Shelburne, South Burlington and Burlington, Chittenden County, Vermont. The proposed bicycle path area encompasses a distance of approximately 12 miles west of VT Route 7, ex- Three of the 12 sites have produced artifacts that can be dated. At site VT-CH-525 a fluted tending southward from the Burlington Bike Path to the Charlotte Railroad Station, staying Paleoindian projectile point, and several chert flakes were found, dating the site to the Pa- within the railroad right-of-way of the existing railroad tracks as much as possible. Possible leoindian period (ca. 9500-7000) (Frink 1991). Site VT-CH-221 is known from the recovery alternative, non-railroad alignments also will be considered. of a quartzite, Meadowood type projectile point recovered from a house garden, dating the site to the Early Woodland period (900 -100 B.C.). Finally, site VT-CH-827 was identified on The University of Vermont Consulting Archaeology Program (UVM CAP) conducted an the basis of two artifacts, one being a stemmed projectile point that does not fit into any Archaeological Resources Assessment (ARA) of the Area of Potential Effects (APE) for the known typology for the area, but appears similar in shape to points from the general Ar- proposed project. Five areas sensitive for prehistoric Native American sites were identified. chaic period (7000-900 B.C.), and a basalt biface (Thomas et al., 1999). These sensitive areas cover numerous sensitive loci that are often bisected by the existing railroad. A Phase I site identification survey is recommended for these areas if they cannot In general, the relatively high density of dateable, significant and potentially significant be completely avoided. sites in this area, coupled with the proximity of the proposed project area to several rivers, creeks, and brooks makes it archaeologically sensitive, as it would have been an attractive Study Goal location for at least semi-permanent settlement by prehistoric Native American groups. As The goal of an ARA (or “review”) is to identify portions of a specific project’s APE that have a result, more sites most likely exist in the area. the potential for containing prehistoric and/or historic sites. An ARA is to be accomplished through a “background search” and a “field inspection” of the project area. For this study, Historic Archaeological Site Potential reference materials were reviewed following established guidelines. Resources examined A review of the National Register found no sites listed within the proposed project’s APE. included the National Register of Historic Places (NRHP) files; the Historic Sites and Struc- No structures are recorded within the proposed project’s APE on the 1869 Beer’s Atlas tures Survey; and the USGS master archaeological maps that accompany the Vermont Ar- (Figure 2), or on the 1895/1906 USGS map (Figure 3). Based on this review of historic chaeological Inventory. Relevant town histories and nineteenth-century maps also were maps, town histories, and Vermont Division of Historic Places (VDHP) site files, however, consulted. Based on the background research, general contexts were derived for prehistoric historic archaeological sites are unlikely to exist within the proposed project’s APE, and and historic resources in the vicinity of the study area. proposed project elements will have no effect on historic cultural resources. Any historic structures located on the 1869 Beers’ Atlas, appear to still be in use today.

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Field Inspection Since UVM CAP personnel were not allowed within the existing railroad’s right-of-way, a Area 4 is located just northeast of the intersection of Lake Road and CR 22K, at a point field inspection of the project area could not be undertaken. However, Alta Planning and where the railroad tracks cross Holmes Creek (see Figure 4). It is bounded to the south by a Design provided the UVM CAP with a video of the entire project’s APE, taken from the lo- farm road. Two 15 m (49 ft) wide linear loci of sensitivity are located in this sensitive area, comotive of the Champlain Flyer. As a result, all areas of potential impact were illustrated one on each side of the railroad tracks, parallel to them, extending for 330 m (1083 ft) on the in the video, and coupled with background research, an ARA of the proposed project’s APE west side of the tracks, and 510 m (1673 ft) on the east side of the tracks (Figure 8). Since was possible. The overall project area received a high sensitivity score of 40 based on the this area is in pasture, subsurface test pits will be required to test Area 4. variables in the “Environmental Predictive Model for Locating Precontact Archaeological Sites,” since proposed project elements will impact landforms bordering the La Platte Area 5 is located just south and east of the intersection of Lake Road and CR 22K, at a point River, McCabes Brook, Holmes Creek, and other unnamed permanent and intermittent where the railroad tracks cross another channel of Holmes Creek, and just south of the streams, and border wetlands and pass through a head of draw. Five areas (Areas 1-5) sen- point where the railroad tracks cross CR 22K (see Figure 4). Three 15 m (49 ft) linear loci of sitive for prehistoric archaeological sites were identified during the background research sensitivity are located in this sensitive area, one on each side of the railroad tracks north of and video inspection (Figure 4). where the tracks cross CR 22K, and one on the west side of the tracks immediately south of this crossing (Figure 9). The linear loci to the northwest of the railroad and CR 22K crossing Area 1 is centered on the railroad crossing of the La Platte River, in the general location of is 106 m (348 ft) long, while the linear loci to the east of the tracks is 190 m (623 ft) long. The sites VT-CH-332 and VT-CH-366 (see figure 4). The sensitive area consists of three 15 m (49 linear loci to the southwest of this crossing, is 210 m (689 ft) in length (see Figure 9). Since ft) linear loci on the northwest, southwest, and southeast banks of the La Platte River, ex- these areas are either wooded or in pasture, subsurface test pits will be required to test Area tending bank from the river banks, parallel to the railroad tracks (Figure 5). The linear loci 5. Therefore a Phase I site identification survey is recommended for those portions of the on the northwest bank extends back 85 m (279 ft), the southwest linear loci extends 195 m proposed project that will impact archaeologically sensitive areas. Subsurface testing in all (640 ft), and the linear loci on the southeast bank extends 185 m (607 ft). Since this area is sensitive areas is recommended. wooded, subsurface test pits will be required in Area 1. Conclusions Area 2 is located just southwest of the Shelburne Museum grounds in Shelburne, Vermont, The Chittenden County Metropolitan Planning Organization (CCMPO) proposes the at the point where the railroad tracks cross the McCabe Brook, just north of Bostwick Road Champlain Path Bicycle and Pedestrian Planning and Feasibility Study, Towns of Charlotte, (see Figure 4). Two 15 m (49 ft) wide linear loci of sensitivity are located in this sensitive Shelburne, South Burlington and Burlington, Chittenden County, Vermont. The proposed area, one on each side of the railroad tracks, parallel to them, extending for 270 m (886 ft) on bicycle path area encompasses a distance of approximately 12 miles west of VT Route 7, ex- the northwest side and 180 m (591 ft) on the southeast side of the tracks (Figure 6). Since tending southward from the Burlington Bike Path to the Charlotte Railroad Station, staying Area 2 is wooded, subsurface test pits will be required to test this area for prehistoric Na- within the railroad right-of-way of the existing railroad tracks as much as possible. Possible tive American sites. alternative, non-railroad alignments also will be considered.

Area 3 is located just south of the Charlotte town line, just east of CR 22K, at a point where The UVM CAP conducted an ARA of the proposed project area, as part of the Section 106 the rail road tracks cross an intermittent stream channel (see Figure 4). Two 15 m (49 ft) permitting process and identified five archaeologically sensitive areas. The overall project wide linear loci of sensitivity are located in this sensitive area, one on each side of the rail- area received a high sensitivity score of 40 based on the variables in the “Environmental road tracks, parallel to them, extending for 210 m (689 ft) on the west side of the tracks, and Predictive Model for Locating Precontact Archaeological Sites,” since proposed project ele- 250 m (820 ft) on the east side of the tracks (Figure 7). Since this area is in pasture, subsur- ments will impact landform that border the La Platte River, McCabes Brook, Holmes Creek, face test pits will be required to test Area 3.

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and other unnamed permanent and intermittent streams, and border wetlands and pass through a head of draw.

We recommend that before any construction occurs within these sensitive areas a Phase I site identification is carried out in all five areas to determine the presence/absence of pre- historic Native American sites, unless these areas can be avoided.

Charles Knight, Ph.D. Assistant Director

Figure 1. Map showing the route of the Champlain Flyer Rail Line, and nearby archaeological sites, that are near the proposed Champlain Bike Path’s APE, Burlington, South Burlington, Shelburne and Charlotte, Vermont.

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Figure 2. Historic 1869 Beers Map showing the Railroad Figure 3. Historic 1895 Willsboro and 1906 Burlington tracks, which border the proposed Champlain Bike Path’s quadrangles showing the Railroad tracks, which border the APE, Burlington, South Burlington, Shelburne and Char- proposed Champlain Bike Path’s APE, Burlington, South lotte, Vermont. Burlington, Shelburne and Charlotte, Vermont.

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Figure 4. Map showing the five archaeologically sensitive Figure 5. Map showing archaeologically sensitive Area 1 areas identified within the proposed Champlain Bike Path’s and the three sensitive loci bordering the La Platte River APE, Burlington, South Burlington, Shelburne and Char- identified within the proposed Champlain Bike Path’s APE, lotte, Vermont. Burlington, South Burlington, Shelburne and Charlotte, Ver- mont.

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Figure 6. Map showing archaeologically sensitive Area 2 Figure 7. Map showing archaeologically sensitive Area 3 and the two sensitive loci, bordering the rail road tracks, and the two sensitive loci, bordering the rail road tracks, identified within the proposed Champlain Bike Path’s APE, identified within the proposed Champlain Bike Path’s APE, Burlington, South Burlington, Shelburne and Charlotte, Ver- Burlington, South Burlington, Shelburne and Charlotte, Ver- mont. mont.

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Bibliography

Beers, F. W. 1869 Atlas of Chittenden Co. Vermont. F.W. Beers and Co., New York.

Frink, Douglas S. 1991 L & M Mark Project, South Burlington, VT. Phase I Archaeological Study. Archaeology Consulting Team, Essex Junction, VT. July.

Thomas, Peter A., Prudence Doherty, Robert Florentin, and Kate Kenny 1999 Phase 1 Site Identification Survey for Field of Dreams, Meach Cove Trust property, Shelburne, Chittenden County, Vermont. University of Vermont Consulting Archaeology Program. Report No. 223

United States Geological Survey

1987 Burlington 7.5” quadrangle. United States Geological Survey, Washington D.C.

1987 Charlotte 7.5” quadrangle. United States Geological Survey, Washington D.C.

1987 Mt. Philo 7.5” quadrangle. United States Geological Survey, Washington D.C.

1906 SW ¼ Burlington quadrangle. United States Geological Survey, Washington D.C.

1895 Wilsboro quadrangle. United States Geological Survey, Washington D.C.

Figure 8. Map showing archaeologically sensitive Area 5 and the three sensitive loci, bordering the rail road tracks, identified within the proposed Champlain Bike Path’s APE, Burlington, South Burlington, Shelburne and Charlotte, Ver- mont.

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Appendix E Typical Cross Sections

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Appendix F Cost Analysis

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Champlain Path: Construction Cost by Segment Champlain Path: Construction Cost by Segment (cont) Segment Description Unit cost Cost Segment Description Unit cost Cost 1 587110 Greenbush Rd 4 609000 1200 ft +/- north of Harbor Rd 579644 Charlotte Station 607768 Harbor Rd 7266 rail trail w fence 67 $486,822 1232 rail trail w fence 67 $82,544 200 ret wall 112 $22,400 1232 total segment length 900 trail along Greenbush Rd 47 $42,300 0.23 mi 8366 trail length $529,122 300 Lake Rd 5 611100 Arrowhead Crossing 8666 total segment length 609000 1200 ft +/- north of Harbor Rd 1.64 mi 1200 Trail from railroad and along Rt 7 47 $56,400 2 598574 Bostwick Rd 300 ret wall 112 $33,600 587950 Lake Rd Trail bridge by others 8424 rail trail w fence 67 $564,408 1500 total segment length $90,000 300 ret wall 112 $33,600 0.28 mi 1900 timber platform 653 $1,240,700 10624 total segment length $1,838,708 6 615113 Bay Rd 2.01 mi 611100 Arrowhead Crossing 3713 rail trail w fence 67 $248,771 3 607768 Harbor Rd 300 ret wall 112 $33,600 598574 Bostwick Rd 4013 total segment length $282,371 9194 rail trail w fence 67 $615,998 0.76 mi 9194 total segment length 1.74 mi

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Champlain Path: Construction Cost by Segment (cont) Segment Description Unit cost Cost 7 622546 Pine Haven Shore Rd 615113 Bay Rd 7433 rail trail w fence 67 $498,011 7433 total segment length 1.41 mi

8 632405 Queen City Park Rd 622546 Pine Haven Shore Rd 9274 rail trail w fence 67 $621,358 300 ret wall 112 $33,600 285 timber platform 653 $186,105 9859 total segment length $841,063 1.87 mi

Total 52521 ft $4,777,817 9.95 mi

Alta Planning + Design